KR102409693B1 - system that provides information on the congestion level of trains, status and image information - Google Patents

Abstract

The present invention relates to a system for providing congestion information status and image information of trains.
A system for providing congestion information status and image information of a train, comprising: an external server; at least one first weight sensor for detecting whether a passenger is seated; an air quality sensor; and a platform output unit for receiving congestion state information indicating the degree of congestion of each of the passenger compartments of the train from the central server and outputting the congestion state information from the inside of the platform of the train, the central server from the first weight sensor receiving the seating information of the passenger, calculating a first cabin congestion degree of the first seating area and a second seating area based on the departure and arrival information and the seating information, and calculating the first cabin congestion level based on the first cabin congestion level We propose a system for providing congestion level information status and image information of trains that generate congestion level information indicating different congestion levels.

Description

A system that provides information on congestion level of trains, status and image information {system that provides information on the congestion level of trains, status and image information}

The present invention relates to a system for providing congestion information status and image information of trains.

The present invention also relates to a system for providing information on congestion level of a train, and more particularly, to a system for providing information on congestion level of a train for improving passenger convenience and passenger satisfaction with using the train.

The subway, which is a representative of electric trains, is a future-oriented means of transportation that can safely and quickly transport a large number of passengers compared to buses and taxis. According to these characteristics of subway operation, demand for daily public transportation as well as commuting time is rapidly increasing.

However, since each guest room of the subway is independent from each other, passengers in each of the guest rooms cannot know the degree of congestion in the rooms other than the passenger's boarding room. In addition, while the subway arrives at the platform, passengers waiting in the subway platform can not only roughly grasp the congestion level of the rooms through the window of the subway, but also know the exact level of congestion of the rooms in advance before the subway arrives inside the platform. none.

Since passengers cannot know the congestion level of the passenger compartments, the number of passengers is not properly distributed among the subway passenger compartments. As a result, in a single subway, rooms with a very high degree of congestion and rooms with a relatively low level of congestion may coexist. As a result, even though passengers arrive at the subway platform at the same time and get on the subway after going through the same waiting time, some passengers board a cabin with low cabin congestion, and other passengers board a cabin with relatively high cabin congestion. This happens. A problem arises that passengers are not equally provided with a comfortable subway environment.

In addition, since passengers cannot know the congestion level as well as the number of vacant seats for each cabin, they can sit on an empty seat in the subway depending on luck. This is a factor that hinders the satisfaction of passengers with the subway. Also, there are currently seats in the subway cabins: seats for the elderly, seats for pregnant women, and general seats. However, the current subway service has a problem in that it cannot provide information on vacant seats for each seat in each room. Accordingly, there is a problem in that passengers have to select a cabin regardless of which seat is vacant in the cabin.

Korean Patent Publication No. 10-0961972 discloses a system and method for controlling congestion for each vehicle of a train.

The above document relates to a system and method for controlling the level of congestion by vehicle of a train, and by measuring the weight of each vehicle of the train to determine the level of congestion by vehicle to induce dispersed boarding of passengers by vehicle, the number of passengers is appropriately distributed for each vehicle It discloses that it improves the convenience of passengers and improves the efficiency of train operation by controlling the number of trains to reduce the number of trains, or by controlling the interval between trains according to the level of congestion for each vehicle.

Accordingly, the present invention intends to propose a more improved (enhanced) train congestion state information providing system.

Domestic Patent Publication No. 10-0961972 (2009.07.21)

An embodiment of the present invention aims to provide a system for providing information on a congestion level of a train.

Various embodiments of the present invention are directed to providing a system for providing convenience to passengers by calculating congestion state information for each interior area of a cabin.

Various embodiments of the present invention have an object to improve the operability of a system for operating a train.

The technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those of ordinary skill in the art to which the present invention belongs from the description below. will be able

A system for providing congestion level information of a train according to the present invention is proposed.

In addition, in an embodiment of the present invention, in a system for providing congestion level information of a train, an external server that collects departure and arrival information including departure point information and destination information of a passenger using the passenger terminal from a passenger terminal, the first At least one first weight sensor for detecting whether the passenger is seated in the seating area and the second seating area, an air quality sensor for measuring the internal air quality of each of the passenger compartments of the train, and calculating the degree of congestion of each of the passenger compartments of the train a central server and a platform output unit for receiving congestion state information indicating the degree of congestion of each of the passenger compartments of the train from a central server and the central server, and outputting the congestion state information from the inside of the platform of the train, wherein the central server includes the first receiving the seating information of the passenger from a weight sensor, calculating a first cabin congestion degree of the first seating area and a second seating area based on the departure and arrival information and the seating information, and based on the first cabin congestion degree Thus, we propose a system for providing congestion state information of a train that generates congestion state information indicating the state of congestion for each room.

In one embodiment, the system is located in front of the first seating area and the second seating area inside the cabin, and is located in each of the first waiting area and the second waiting area where the passenger can stand and wait and a first human body detection sensor for detecting waiting passengers who are passengers, wherein the central server receives the number of waiting passengers located in the first waiting area and the second waiting area from the first human body detection sensor And, based on the number of waiting passengers, calculating a second cabin congestion degree of the first waiting area and the second waiting area, and based on the first cabin congestion degree and the second cabin congestion degree state for each cabin It is possible to generate the congestion state information indicating

In one embodiment, the system further comprises a second human body detection sensor for detecting a passenger who is a passenger located in the boarding and disembarking area located between the entrance and exit of the cabin, and the central server receives the second body sensor from the second body detection sensor. receiving the number of boarding and alighting passengers, calculating a third cabin congestion degree of the boarding and disembarking area based on the number of boarding and alighting passengers, based on the first cabin congestion degree, the second cabin congestion degree, and the third cabin congestion degree, for each cabin The congestion state information indicating the congestion state may be generated.

In one embodiment, the system further comprises a second weight sensor for measuring the total weight load of the cabin, wherein the internal air quality measured by the air quality sensor is carbon dioxide concentration, humidity, temperature, and carbon monoxide concentration, wherein the central server calculates the cabin occupancy level based on the first cabin congestion level, the second room congestion level, the third room congestion level, and the weight of the entire room, and the air quality sensor measures the The discomfort index of the guest room may be calculated based on the internal air quality, and the congestion state information may be generated based on the room occupancy level and the discomfort index level.

In an embodiment, the congestion level information may include a congestion level state for each cabin, the number of vacant seats for each cabin, and expected congestion state information for a next station.

As described above, an embodiment of the present invention has a technical effect in terms of proposing an improved (enhanced) train congestion state information providing system.

In addition, it is possible to improve system operability by transmitting the operating screen of the operating system to the manager system in real time to detect a situation in which the congestion level or higher threshold data is different in the operating system.

The effects obtainable in the present invention are not limited to the above-mentioned effects, and other effects not mentioned may be clearly understood by those of ordinary skill in the art to which the present invention belongs from the following description. will be.

Other aspects, features and benefits as described above of certain preferred embodiments of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings.
1 is a diagram illustrating a system for providing information on a congestion level of a train according to an embodiment of the present invention.
2 is a block diagram illustrating various sensors installed inside a train according to an embodiment of the present invention.
3 is a view showing a second weight sensor installed under one cabin according to an embodiment of the present invention.
4 is a diagram illustrating an operation of a congestion degree of a train according to an embodiment of the present invention.
5 is a flowchart illustrating a process of generating congestion information by a system for providing congestion information status of a train according to an embodiment of the present invention.
6 is a flowchart illustrating an operation of generating congestion level information based on a first waiting area and a second waiting area by a system for providing a congestion level information state of a train according to an embodiment of the present invention.
7 is a flowchart illustrating an operation in which the congestion level information state providing system of a train generates congestion level information based on a boarding and disembarking area according to an exemplary embodiment.
8 is a flowchart illustrating an operation in which the system for providing congestion level information of a train generates congestion level information based on a cabin occupancy level and a discomfort index diagram according to an exemplary embodiment.
9 is a view showing each zone for calculating congestion state information of a train according to an embodiment.
10 is a diagram illustrating congestion state information through a platform output unit according to an embodiment of the present invention.
It should be noted that throughout the drawings, like reference numerals are used to denote the same or similar elements, features, and structures.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In describing the embodiments, descriptions of technical contents that are well known in the technical field to which the present invention pertains and are not directly related to the present invention will be omitted. This is to more clearly convey the gist of the present invention without obscuring the gist of the present invention by omitting unnecessary description.

For the same reason, some components are exaggerated, omitted, or schematically illustrated in the accompanying drawings. In addition, the size of each component does not fully reflect the actual size. In each figure, the same or corresponding elements are assigned the same reference numerals.

Advantages and features of the present invention, and a method for achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below, but may be implemented in various different forms, and only these embodiments allow the disclosure of the present invention to be complete, and common knowledge in the technical field to which the present invention belongs It is provided to fully inform the possessor of the scope of the invention, and the present invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

At this time, it will be understood that each block of the flowchart diagrams and combinations of the flowchart diagrams may be performed by computer program instructions. These computer program instructions may be embodied in a processor of a general purpose computer, special purpose computer, or other programmable data processing equipment, such that the instructions performed by the processor of the computer or other programmable data processing equipment are not described in the flowchart block(s). It creates a means to perform functions. These computer program instructions may also be stored in a computer-usable or computer-readable memory that may direct a computer or other programmable data processing equipment to implement a function in a particular manner, and thus the computer-usable or computer-readable memory. It is also possible that the instructions stored in the flow chart block(s) produce an article of manufacture containing instruction means for performing the function described in the flowchart block(s). The computer program instructions may also be mounted on a computer or other programmable data processing equipment, such that a series of operational steps are performed on the computer or other programmable data processing equipment to create a computer-executed process to create a computer or other programmable data processing equipment. It is also possible that instructions for performing the processing equipment provide steps for performing the functions described in the flowchart block(s).

Additionally, each block may represent a module, segment, or portion of code that includes one or more executable instructions for executing specified logical function(s). It should also be noted that in some alternative implementations it is also possible for the functions recited in blocks to occur out of order. For example, two blocks shown one after another may be performed substantially simultaneously, or the blocks may sometimes be performed in the reverse order according to a corresponding function.

In this case, the term '~ unit' used in this embodiment means software or hardware components such as field-programmable gate array (FPGA) or ASIC (Application Specific Integrated Circuit), and '~ unit' refers to what role carry out the However, '-part' is not limited to software or hardware. '~' may be configured to reside on an addressable storage medium or may be configured to refresh one or more processors. Accordingly, as an example, '~' indicates components such as software components, object-oriented software components, class components, and task components, and processes, functions, properties, and procedures. , subroutines, segments of program code, drivers, firmware, microcode, circuitry, data, databases, data structures, tables, arrays, and variables. The functions provided in the components and '~ units' may be combined into a smaller number of components and '~ units' or further separated into additional components and '~ units'. In addition, components and '~ units' may be implemented to play one or more CPUs in a device or secure multimedia card.

In describing the embodiments of the present invention in detail, the example of a specific system 1 will be mainly targeted, but the main subject matter to be claimed herein is also applied to other communication systems 1 and services having a similar technical background. Applicable within a range that does not significantly depart from the scope disclosed in the present specification, which will be possible at the discretion of a person skilled in the art.

1 is a view showing a congestion level information providing system 1 of a train 100 according to an embodiment of the present invention.

Referring to FIG. 1 , the congestion level information providing system 1 of a train 100 according to an embodiment of the present invention includes a train 100 , a central server 200 , an external server 300 , and a passenger terminal 400 . and a platform output unit 500 . Here, the train 100 may include a plurality of guest rooms, and may mean a subway, a train, or the like. Also, referring to FIG. 1 , the central server 200 may be connected to each of the external server 300 , the train 100 , and the external server 300 through a wired/wireless network. Here, the passenger terminal 400 is, for example, a smartphone, a mobile phone, a smart TV, a set-top box, a tablet PC, a digital camera, a camcorder, an e-book terminal, a digital broadcasting terminal, and a PDA used by the passenger. (Personal Digital Assistants), a Portable Multimedia Player (PMP), a navigation system, an MP3 player, a wearable device, an air conditioner, a microwave oven, an audio system, a DVD player, and the like. Here, the personal computer may include a laptop computer, a desktop, and the like.

The platform output unit 500 may include a display, an electric billboard, a guide board, an outputting apparatus, etc. that receive and display information on the train 100 from the train 100 and/or the central server 200. .

2 is a block diagram illustrating various sensors installed inside the train 100 according to an embodiment of the present invention.

Referring to FIG. 2 , the train 100 includes a first weight sensor 101 , a second weight sensor 102 , an air quality sensor 103 , a first human body detection sensor 104 , and a second human body detection sensor 105 . may include Here, the first weight sensor 101 , the air quality sensor 103 , the first human body detection sensor 104 , and the second human body detection sensor 105 may be installed in each of the rooms. Here, each of the guest rooms for one train 100 may be expressed as ' 2-1 room', '2-2 room', '2-3 room' , and the like.

In one embodiment, the first weight sensor 101 is installed under a seat provided in the cabin to detect whether passengers are seated, and in some embodiments, a plurality of weight sensors 101 are disposed one for each seat. can In addition, when the passenger is seated in the seat, the first weight sensor 101 may detect the weight of the passenger to determine whether the seat is currently being used. Here, the first weight sensor 101 converts a physical force generated when a passenger is seated in a seat into an electrical signal through a strain gauge included in the first weight sensor 101 to measure the weight. It may correspond to a weight detection sensor. The second weight sensor 102 will be described later with reference to FIG. 3 .

In one embodiment, the air quality sensor 103 installed in each of the passenger compartments may measure the internal air quality of each of the passenger compartments of the train 100 . For example, the air quality sensor 103 installed in the 2-1 cabin may measure the carbon dioxide concentration, humidity, temperature, and carbon monoxide concentration in the air inside the 2-1 cabin of the train 100 . Also, the air quality sensor 103 may transmit internal air quality information measured through the transceiver included in the air quality sensor 103 to the central server 200 .

In an embodiment, the first human body detection sensor 104 and the second human body detection sensor 105 may detect a human body located in a preset radius. When the human body detection sensors 104 and 105 detect a human body within a preset radius, the human body detection signal may be output as many as the detected human body number, respectively, and the human body detection signal may be transmitted to the central server 200 .

3 is a view showing the second weight sensor 102 installed under one cabin according to an embodiment of the present invention.

Referring to FIG. 3 , the second weight sensor 102 is installed in the lower part of the cabin, and measured by the first load valve 524 and the first load valve 524 for measuring the entire weight of one cabin. It may include a first controller 530 that determines the weight of the passenger of each vehicle based on the total weight of the cabin. In addition, as shown in FIG. 3 , the electric vehicle 100 includes a second load valve 524 ′, a first brake device, a second brake device, a first brake pad 525 , and a second brake pad 525 . '), auxiliary tanks 123, 123', and brake cylinders 526 and 526' for operating respective brake pads.

In one embodiment, in the train 100 of the present invention, the second weight sensor 102 and the third weight sensor (not shown) are installed in the lower part of one cabin, so that the weight change due to the bias of the passenger in the cabin can detect

The first load valve 524 included in the second weight sensor 102 may measure the total weight of the single cabin and transmit the measured total weight of the cabin to the first controller 530 . The total weight of the single cabin measured by the first load valve 524 may correspond to the weight of the cabin when a plurality of passengers are on board. The first controller 530 receives the total weight of the cabin from the first load valve 524, subtracts the previously stored weight of the empty cabin from the total weight of the cabin, and calculates the weight of a plurality of passengers in the cabin. can The third weight sensor (not shown) may be implemented in the same manner as the second weight sensor 102 .

4 is a view showing the operation of the congestion degree of the electric train 100 according to an embodiment of the present invention.

Referring to FIG. 4 , the congestion level information providing system 1 of the train 100 of the present invention includes a TCMS (Train Control and Monitoring System; train information monitoring device), a collection gateway 510, and a data analysis processing device 520. , a central server 530 , a database 540 , a real-time image transmission unit 550 , and a Host System Equipment Server (HSE Server) 580 and 590 . In addition, the congestion state information providing system 1 may further include a centralized traffic control (CTC) and a station local system equipment (LSE).

The TCMS 501 may correspond to a train comprehensive management device installed for each train 100 . Also, the TCMS 501 may correspond to a train information monitoring device having a function of collectively monitoring and controlling all systems in the train 100 . For example, the TCMS 501 includes a plurality of weight sensors, an air quality sensor 103 , a plurality of human body detection sensors 104 and 105 , a door, an indoor fluorescent lamp, a broadcasting device, and a heating and cooling device existing in the train 100 . , destination indicators, emergency call devices, smoke detectors, etc. can be monitored and controlled in real time and displayed on the driver's monitor so that the driver can directly control them. The TCMS 501 may transmit information collected from the various devices to the collection gateway 510 .

In an embodiment, the collection gateway 510 may transmit/receive various data, signals, and information to and from the TCMS 501 and/or the data analysis processing device 520 . Also, the collection gateway 510 may collect the information from the TCMS 501 and transmit the information to the data analysis processing device 520 . Specifically, the collection gateway 510 receives the information collected from the various devices through UTP wireless communication from the TCMS 501 and transmits the collected information to the data analysis processing device 520 through TCP wired communication. can

In an embodiment, the data analysis processing apparatus 520 may classify the information received from the collection gateway 510 by each device and by time. Also, the data analysis processing device 520 may transmit the classified analysis information to the central server 530 in real time and store it in the database 540 .

In an embodiment, the central server 530 may create multiple statistics and reports based on the analysis information received from the data analysis processing device 520 , and may calculate the degree of cabin congestion for each cabin of the train 100 . In addition, the central server 530 may analyze a trend in the degree of congestion inside the room based on the analysis information. Specifically, the method by which the central server 530 analyzes the change in the degree of congestion inside the room corresponds to a method of generating visualization data that visualizes the degree of congestion in the room over time, and outputting the visualization data to the control dashboard. can

In addition, the central server 530 may be linked with the database 540 . The central server 530 searches the database 540 for past room congestion information of the same day and time zone as the current time stored in the database 540, and based on the searched cabin congestion information, Congestion level can be predicted. In addition, the central server 530 may set the limited congestion level in the cabin accordingly, and based on the congestion level information predicted during operation, the operating time, dispatch interval, and operating route of the train 100 may be set within the limited congestion level range.

In addition, the central server 530 may calculate the congestion level for each room of the train 100 for each station in real time, and display the real-time congestion level image on the control dashboard display screen. Also, the central server 530 may transmit the real-time congestion state image to the image receiving server 570 in real time. The real-time congestion state image calculated here may include congestion state information indicating the congestion state for each room. Also, the image reception server 570 may output the received congestion state information to the platform output unit 500 installed inside the platform of the corresponding station.

In addition, by interworking with the HSE server, the central server 530 can express the congestion level of the train arriving at the platform of the corresponding station, thereby improving customer satisfaction. Here, the HSE servers 580 and 590 may correspond to a central computer that receives regional railway train operation information from the CTC, processes the information, and transmits the information to the station server (LSE) of each station.

5 is a flowchart illustrating a process in which the congestion level information state providing system 1 of the train 100 generates congestion level information according to an embodiment. The operations disclosed in the flowchart of FIG. 5 may be performed in combination with various embodiments of the present invention. 9 is a view showing each zone for calculating congestion state information of the train 100 according to an embodiment. Hereinafter, the present invention will be described in detail with reference to FIGS. 5 and 9 .

In step S101 , the central server 200 according to an embodiment may receive the seating information of the passenger from the first weight sensor 101 .

In an embodiment, the seating information may include information on passengers seated in the first seating area 401 and/or the second seating area 402 . The seating information may include seating information indicating that the passenger is seated in the first seat in the first seating area, for example, when the passenger is seated in the first seat on the left in the first seating area. The seating information may include seating information of passengers for all seats located in the first seating area 401 and/or the second seating area 402 . In one example, the seating information indicating that the passenger is seated in the first seat in the first seating area is " Economy 1-1 Seating ", " 1-1 Seating Area Seating ", " 1-1 Economy Seating ", etc. can be expressed

In step S102, the central server 200 according to an embodiment calculates the first cabin congestion level of the first seating area 401 and the second seating area 402 based on the departure and arrival information and the seating information. can

In one embodiment, the external server 300 collects departure and arrival information including departure point information and destination information of a passenger using the passenger terminal 400 from the passenger terminal 400 and transmits it to the central server 200 . can Here, the departure and arrival information may include the departure point information and the destination information. The departure point information may include a departure station, a route number of the departure station, and a departure time. In addition, the destination information may include an arrival station, a route number of the arrival station, and an arrival time. For example, " Seoul National University Station Line 2 departure at 08:10 am, Gangnam Station Line 2 arrival at 8:25 am " can be expressed, for example.

The central server 200 calculates the number of empty seats in the first seating area 401 and/or the second seating area 402 based on the seating information in real time, and based on the departure and arrival information, The number of passengers scheduled to board may be calculated. The central server 200 may calculate the first cabin congestion level based on the number of empty seats and the number of passengers scheduled to board. Here, The 1st Train Cabin congestion may be expressed as "congested", "normal", "free" , etc. the degree of cabin congestion for each cabin of the train 100 .

When it is determined that the number of empty seats corresponds to 0, the central server 200 may set the first cabin congestion level to be higher than when the number of empty seats is not zero.

In step S103, the central server 200 according to an embodiment may generate congestion state information indicating the congestion state for each room based on the first room congestion level. 10 is a diagram illustrating congestion state information through the platform output unit 500 according to an embodiment of the present invention. With reference to FIGS. 5 and 10 , congestion state information will be described below.

In one embodiment, the congestion state information is, as shown in FIG. 10 , the current time, the expected arrival time of the train 100 for a predetermined station, a visualization image 210 of the congestion level of the train 100, and the seats for each cabin. Seating status (201, 202, 203) of the train, a visualization image 220 of the expected congestion level of the next station, and the current location 230 of the expected train 100 may be included.

The central server 200 displays the visualization image 210 of the congestion level of the passenger compartment of the train 100, such as the rooms 2-3 and 2-4 of the train 100, when the first cabin congestion level corresponds to the “congested” state. It can be displayed in dark gray. In another example, when it corresponds to a " congested " state, it may be expressed in red or purple. In addition, when the first cabin congestion level corresponds to the “normal” state, the central server 200 displays it as a hatched line as in the passenger room 2-2 of the train 100, and the first cabin congestion level corresponds to the “ free ” state. In this case, it may be displayed in light gray as in 2-1 of the electric vehicle 100 .

In an embodiment, the seating status 201 , 202 , and 203 of the seats for each cabin may include seating information on the economy class 201 , the elderly seat 202 , and the pregnant woman consideration seat 203 . For example, the number 4 is shown inside the economy class 201 , which may mean that 4 seats are vacant in the economy class 201 of the cabin 2-1. As described above, the present invention provides the seating status 201, 202, 203 of the seats for each cabin of the train 100, thereby providing the passenger with an opportunity to board a cabin where the passenger can be seated even if the degree of congestion of the cabin is high. , can disperse passengers. In addition, it provides an opportunity to select a room where the required seat is vacant by classifying the seats each passenger can take and providing seat status information. Through this, by increasing the seating rate of passengers, it is possible to improve customer satisfaction.

In an embodiment, the expected congestion level 220 of the next station may be expressed in the same manner as the visualization image 210 of the congestion level of the passenger compartment of the train 100 . The expected next station congestion level 220 may be calculated and/or generated based on the first cabin congestion level, the departure/arrival information, and the number of people waiting at the next station. The number of waiting passengers at the next station may correspond to the number of passengers entering and leaving the platform through a ticket gate collected by an external server. The congestion level information providing system 1 of the present invention provides passengers with an image 220 of the expected congestion level of the next station as well as the congestion level information of the current train, thereby providing an opportunity for passengers to select a relatively less congested cabin And, it is possible to improve the satisfaction of the service for the train 100 of the passengers.

In one embodiment, as shown in FIG. 10 , the current location 230 of the expected train 100 is the current subway station (③), the entire station (②), and the entire station (①) through the platform output unit 500 may be displayed, and the approximate location of the expected arrival train 100 may be indicated by drawing the expected arrival train 100 as a rectangle. Accordingly, the passengers can grasp the location of the expected arrival train 100 in the platform as an image, and can predict the waiting time.

6 is a flowchart illustrating an operation in which the congestion level information state providing system 1 of the train 100 generates congestion level information based on the first waiting area 403 and the second waiting area 404 according to an embodiment. to be. Hereinafter, the present invention will be described in detail with reference to FIGS. 6 and 9 .

In step S201 , the central server 200 according to an embodiment determines the number of waiting passengers located in the first waiting area 403 and the second waiting area 404 from the first human body detection sensor 104 . can receive

The first waiting area 403 and the second waiting area 404 may correspond to the front of the first sitting area 401 and the second sitting area 402 . Each of the waiting areas may mean areas in which passengers wait to be seated. In the present invention, by measuring the number of passengers located in the waiting area, separated from the seating area, the train 100 must be used for a long time because it is far from the subway station boarded to the destination subway station, and passengers with a large desire to sit can be identified. . For this reason, the present invention can calculate the congestion degree of the train 100 more specifically and accurately.

In step S202, the central server 200 according to an embodiment may calculate a second cabin congestion degree of the first waiting area 403 and the second waiting area 404 based on the number of waiting passengers. .

The central server 200 may calculate the second room congestion level based on the following equation.

[Equation 1]

TrainC2 corresponds to the second cabin congestion level (Train Cabin congestion 2), w1 is a first weight corresponding to the second cabin congestion level, and WP1 is the number of waiting passengers in the first waiting area 403 (Waiting). Passengers in 1st waiting area), and WP2 may correspond to the number of waiting passengers in the second waiting area 404 (Waiting Passengers in 2nd waiting area).

Meanwhile, the first weight may be set differently according to the degree of congestion in the first cabin. For example, when the first cabin congestion degree corresponds to the first threshold, the first weight may be set higher than when the first cabin congestion degree is lower than the first threshold.

In step S203 , the central server 200 according to an embodiment may generate the congestion state information indicating the congestion state for each room based on the first room congestion level and the second room congestion level.

In an embodiment, the central server 200 determines the level of congestion for each room expressed as a visualization image 210 of the level of congestion of the passenger compartment of the train 100 (eg, the level of congestion for each room is " congested ", " normal ", " may be expressed as " smooth ") may be determined by the first overall congestion score. The central server 200 may calculate the first overall congestion score based on Equation 2 below.

[Equation 2]

CompCS_1 corresponds to the first overall congestion score, TrainC1 corresponds to The 1 ^st Train Cabin congestion, w1 is a first weight corresponding to the first cabin congestion, TrainC2 is the first weight Corresponding to the second train cabin congestion, w2 may correspond to a second weight corresponding to the second cabin congestion.

Meanwhile, the first weight and the second weight may be set differently according to an entry time of a predetermined station of the train 100 . For example, when the entry time of the predetermined station of the train 100 corresponds to the departure time and/or the departure time (eg, 8:00 am and/or 6:00 pm), the first weight is set to the second It can be set lower than 2 weights. Or, that is, the present invention provides a first waiting area 403 and/or a second seating area than the passengers seated in the first sitting area 401 and/or the second sitting area 402 at work time and/or work time. By reflecting the passengers standing and waiting in the waiting area 404 highly in the overall congestion score, it is possible to more accurately calculate the congestion level in the cabin of the actual train 100 .

Specifically, the central server 200 calculates the first room congestion level to be greater than or equal to the first reference level of congestion, so that even if the congestion level information corresponds to a state that can be displayed as a " congested " condition, the first room congestion level is When it falls below the 2 standard congestion level, the congestion level state information may be displayed as a " smooth " state. That is, the central server 200 receives passengers seated in the first seating area 401 and the second seating area 402 and passengers waiting in the first waiting area 403 and the second waiting area 404 , respectively. The influence on the congestion state can be calculated differently.

7 is a flowchart illustrating an operation in which the congestion level information state providing system 1 of the train 100 generates congestion level information based on the boarding/unloading area 405 according to an exemplary embodiment.

In step S301 , the central server 200 according to an embodiment may receive the number of passengers getting on and off from the second human body detection sensor 105 . In this case, the operation S301 may be performed in the same manner as the central server 200 receiving the number of waiting passengers from the first human body detection sensor 104 .

In step S302 , the central server 200 according to an exemplary embodiment may calculate the third cabin congestion level of the boarding and alighting area 405 based on the number of boarding and alighting passengers.

Here, the central server 200 may calculate the third room congestion level based on Equation 3 below.

[Equation 3]

TrainC3 corresponds to the third cabin congestion level (Train Cabin congestion 3), a is a weight corresponding to the third cabin congestion level, and GOP is the number of getting on and off passengers in the boarding area 405 (Getting On and Off Passengers) in getting on and off area).

In step S303, the central server 200 according to an embodiment may generate the congestion state information indicating the congestion state for each room based on the first room congestion level, the second room congestion level, and the third room congestion level.

In an embodiment, the central server 200 determines the level of congestion for each room expressed as a visualization image 210 of the level of congestion of the passenger compartment of the train 100 (eg, the level of congestion for each room is " congested ", " normal ", may be expressed as " smooth ") may be determined by the second overall congestion score. The central server 200 may calculate the second overall congestion score based on Equation 4 below.

[Equation 4]

CompCS_2 corresponds to the second overall congestion score, TrainC1 corresponds to The 1st Train Cabin congestion, w1 is a first weight corresponding to the first cabin congestion, TrainC2 is the second Corresponds to the 2nd Train Cabin congestion, w2 corresponds to a second weight corresponding to the second Cabin congestion, TrainC3 corresponds to the 3rd Train Cabin congestion, and w3 is It may correspond to a third weight corresponding to the third room congestion level.

Meanwhile, the first weight and the second weight may be set differently according to an entry time of a predetermined station of the train 100 . For example, when the entry time of the predetermined station of the train 100 corresponds to the departure time and/or the departure time (eg, 8:00 am and/or 6:00 pm), the first weight is set to the second The second weight may be set lower than the second weight, and the third weight may be set higher than the second weight. Specifically, in the present invention, the first waiting area 403 and/or the passengers seated in the first sitting area 401 and/or the second sitting area 402 at work time and/or work time By reflecting the passengers standing and waiting in the second waiting area 404 highly in the second overall congestion score, and by reflecting the passengers waiting in the boarding and disembarking area 405 to the second overall congestion score the highest, the actual train 100 ), it is possible to more accurately calculate the degree of congestion experienced by passengers in the cabin.

8 is a flowchart illustrating an operation in which the congestion level information state providing system 1 of the electric train 100 generates congestion level information based on a cabin occupancy level and a discomfort index diagram according to an exemplary embodiment.

In step S401, the central server 200 according to an embodiment may calculate the room occupancy degree based on the first room congestion degree, the second room congestion degree, and the weight of the entire room.

In an embodiment, the central server 200 may calculate the room occupancy by setting the weight of the entire room as a factor to be considered for calculating the room occupancy along with the plurality of congestion degrees. Specifically, the room occupancy may be calculated by dividing the second congestion score by the weight of the entire room. Through this, the central server 200 may calculate the cabin occupancy level as the weight of passengers compared to the first and second cabin congestion levels. The high cabin occupancy may mean that there are many passengers with a relatively solid weight in the cabin, and may mean that the remaining space inside the cabin is small. That is, the present invention can predict the space between passengers and passengers in the first waiting area 403, the second waiting area 404 and/or the boarding and disembarking area 405 by further considering the weight of the entire cabin, It is possible to more accurately calculate the degree of congestion experienced by actual passengers when boarding.

In step S402 , the central server 200 according to an embodiment may calculate the discomfort index of the room based on the internal air quality measured by the air quality sensor 103 .

The internal air quality may include at least one of various components that can be distributed in the air, such as carbon dioxide concentration, humidity, temperature, carbon monoxide concentration, carbon monoxide concentration, methane, ammonia and airborne bacteria of the internal atmosphere of the cabin.

In an example, in the method of calculating the discomfort index of the guest room, when the carbon dioxide concentration is equal to or greater than a preset first air pollution degree, the discomfort index may be set in proportion to the carbon dioxide concentration of the internal air quality. Also, when the humidity is greater than or equal to a preset maximum humidity, a degree of discomfort index proportional to the degree of humidity may be set.

In step S403 , the central server 200 according to an embodiment may generate the congestion level information based on the room occupancy level and the discomfort index level.

For example, when the room occupancy is equal to or greater than the reference room occupancy, a first tangible weight proportional to the room occupancy may be set for the congestion state of the corresponding room.

As another example, when the room occupancy is greater than or equal to the reference room occupancy and the discomfort index is greater than or equal to the reference discomfort index, a first discomfort level weight proportional to the discomfort index degree to the first perceived weight for the corresponding room A second tangible weight that is multiplied by may be set. That is, when the room occupancy is greater than or equal to the reference room occupancy, and the discomfort index for the guest room is equal to or greater than the reference discomfort index, the perceived weight set in the corresponding room is set to a higher value as the room occupancy increases, The poorer the quality, the higher the value will be set.

In an embodiment, the congestion state information may include a congestion state for each cabin, the number of vacant seats for each cabin, and expected congestion state information for a next station.

The congestion state for each room may be expressed as “ congested ”, “ normal ”, or “ smooth ” as shown in 210 of FIG. 9 . In addition, the congestion state for each room may be displayed together with the number of each room. For example, it may be expressed as " 2-1 congestion ", " room 2-1 congestion ", and the like.

The number of empty seats for each cabin may correspond to the seating status 201, 202, and 203 of each cabin of FIG. may contain information.

In addition, the expected congestion level information of the next station may correspond to the expected congestion level 220 of the next station of FIG. 9 , and the expected congestion level 220 of the next station is the first cabin congestion level, the departure and arrival information, and the waiting person at the next station It may be calculated and/or generated based on the number.

As such, various embodiments of the present invention may be embodied as computer readable code on a computer readable recording medium in a particular aspect. The computer readable recording medium is any data storage device capable of storing data that can be read by the computer system 1 (1). Examples of computer readable recording media include read only memory (ROM), random access memory (RAM), and compact disk-read only memory (CD-ROM). ), magnetic tapes, floppy disks, optical data storage devices, and carrier waves (such as data transmission over the Internet). The computer readable recording medium may also be distributed through network-connected computer systems 1 ( 1 ), so that the computer readable code is stored and executed in a distributed manner. In addition, functional programs, codes, and code segments for achieving various embodiments of the present invention may be easily interpreted by programmers skilled in the field to which the present invention is applied.

In addition, it will be appreciated that the apparatus and method according to various embodiments of the present invention can be realized in the form of hardware, software, or a combination of hardware and software. Such software may include, for example, a volatile or non-volatile storage device, such as a ROM, or a memory, such as, for example, RAM, a memory chip, device or integrated circuit, whether erasable or rewritable, or For example, the storage medium may be stored in an optically or magnetically recordable storage medium such as a compact disk (CD), a DVD, a magnetic disk, or a magnetic tape, and a machine (eg, computer) readable storage medium. The method according to various embodiments of the present invention may be implemented by a computer or a mobile terminal including a control unit (control module 210, 260) and a memory, and such a memory may contain instructions for implementing the embodiments of the present invention. It will be appreciated that it is an example of a machine-readable storage medium suitable for storing a program or programs including the program.

Accordingly, the present invention includes a program including code for implementing the apparatus or method described in the claims of the present specification, and a machine (computer, etc.) readable storage medium storing such a program. Also, such a program may be transmitted electronically through any medium such as a communication signal transmitted through a wired or wireless connection, and the present invention suitably includes the equivalent thereof.

The embodiments of the present invention disclosed in the present specification and drawings are merely provided for specific examples to easily explain the technical content of the present invention and help the understanding of the present invention, and are not intended to limit the scope of the present invention. In addition, the above-described embodiments according to the present invention are merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent ranges of embodiments are possible therefrom. Accordingly, the true technical protection scope of the present invention should be defined by the following claims.

Claims (5)

A system for providing congestion information status of trains, the system comprising:
an external server that collects departure and arrival information including departure point information and destination information of a passenger using the passenger terminal from the passenger terminal;
at least one first weight sensor for detecting whether the passenger is seated in the first seating area and the second seating area;
a second weight sensor including a load valve for measuring the weight load of each of the passenger compartments of the train;
an air quality sensor for measuring the internal air quality of each of the passenger compartments of the train;
a central server for calculating the degree of congestion of each of the passenger compartments of the train;
a platform output unit for receiving congestion state information indicating the degree of congestion of each of the passenger compartments of the train from the central server and outputting the congestion state information from the inside of the platform of the train;
Waiting for passengers located in front of the first seating area and the second seating area inside each of the passenger compartments of the train, and located in each of the first waiting area and the second waiting area where the passenger can stand and wait a first human body detection sensor for detecting a passenger; and
a second human body detection sensor for detecting a passenger, who is a passenger, who is located in a boarding and disembarking area located between the entrances and exits of each of the passenger compartments of the train; including,
The central server is:
receiving seating information indicating whether the passenger is seated from the first weight sensor;
calculating the number of passengers scheduled to board in each of the passenger compartments of the train based on the departure and arrival information;
calculating the number of empty seats in the first seating area and the second seating area inside the cabin based on the seating information;
Based on ⓐ the number of passengers scheduled to board each of the passenger compartments of the train and ⓑ the number of empty seats in the first seating area and the second seating area inside the cabin, the first seating area and the second seating area Calculating the first cabin congestion in the area,
generating congestion state information indicating the congestion state for each room based on the first room congestion level;
The central server is:
Receive information indicating the number of waiting passengers located in the first waiting area and information indicating the number of waiting passengers located in the second waiting area from the first human body detection sensor,
Calculate the second cabin congestion (TrainC2) of the first waiting area and the second waiting area in consideration of Equation 1 below,
[Equation 1]

w1 is a first weight corresponding to the second cabin congestion level, WP1 corresponds to the number of waiting passengers located in the first waiting area, WP2 corresponds to the number of waiting passengers located in the second waiting area, and ,
The central server is:
Receive information indicating the number of passengers getting on and off from the second human body detection sensor,
based on the number of getting on and off passengers, calculating a third cabin congestion degree of the boarding and alighting area;
Calculate the total congestion score (CompCS) in consideration of Equation 2 below,
based on the overall congestion score, generate congestion state information indicating a congestion state for each room, wherein the congestion state indicates any one of congestion, normal, and smooth;
[Equation 2]

TrainC1 corresponds to the first cabin congestion level, TrainC3 corresponds to the third cabin congestion level, w2 corresponds to a second weight corresponding to the second cabin congestion level, and w3 is a second weight corresponding to the third cabin congestion level. 3 corresponding to the weight,
When the time at which the train enters the station corresponds to the commute time zone or the exit time zone, the first weight is set to a value smaller than the second weight, and the third weight is set to a value higher than the second weight ,
A system that provides information on the congestion level of trains.
delete delete According to claim 1,
The internal air quality measured by the air quality sensor includes carbon dioxide concentration, humidity, temperature, and carbon monoxide concentration of the internal atmosphere of each of the guest rooms,
The central server is:
calculating a room occupancy degree based on the first room congestion degree, the second room congestion degree, the third room congestion degree, and the weight of the guest rooms;
Calculate the discomfort index of each of the rooms based on the internal air quality measured by the air quality sensor,
generating the congestion state information based on the room occupancy level and the discomfort index level;
A system that provides information on the congestion level of trains.
delete

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